Train-control apparatus



April 27 1926. 1,582,142

C. A; PARKER TRAIN CONTROL APPARATUS Filed' March 6.. 1923 2Sheets-Sheet 1 a a a mar/ea Parke/ April 27 1926. 4 1,582,142

C. A. PARKER TRAIN CONTROL APPARATUS Filed March 6. 1923 2 Sheets-Sheet2 uwaufm UMP/es Fbr/rer Chem Patented Apr. 27, 1926;

CHARLES A. rAnKEn,

OF"HAUGA1\T, MONTANA, ASSIGNOR TO WESTERN AUTOMATIC CQMLPANY, orsroxann, WASHINGTON.

. y TRAIN-CONTROL Ar'rAnA'rUs.

Application filed March 6, 1923. Serial No. 623,289.

To all, whom it may. concern:

Be it known that I, GHAnLns A. PARKER, a citizen of the United States,residing at Haugan, in Mineral County and State of Montana, haveinvented certain new and use .ful Improvements in 'lirain-ControlApparatus, of which the following is a specification.

My present invention relates to improvements in train control apparatusfor use on steamrailroads or electric railways employing automatic airbrake systems for control of the train, whereby a moving train may bestopped by the automatic. actuation of the air brake system to apply thebrakes on a train, or the train brought under the control of a traindispatcher or other person located at a distant point. 1

The train stop mechanism, which is automatically actuated, does notinterfere with the usual application of the brakes from the enginemansvalve, but acts independently thereof to bring a train to a stop, incase the usual signals are disregarded, to prevent the train fromproceeding into a block or section ahead which is already occupied.

The apparatus of the invention is applicable for use on either singletrack or double track railroads, and utilizes both mechanically actuatedand electrically actuated mechanisms in combination with a tracksideinstallation, and a stationary ramp rail and moving ramp shoe carried-bythe locomotive or tender, an electric motor, street car or other carrierequipped with the standard form of air brake system. V I

Briefly stated the invention consists essentially in the combinationwith a standard air brake system for steam railroads orelectric-railways, of a control device including an air valve mechanisminterposed between the main reservoir of the air brake system and theengineers valve on one side and the train line or main pipe onlthe otherside, said valve being normally held open by equalized air pressure forthe usual passage of air from the engineer's valve to the train pipe. Inconnection with the equalizing dcvice of the control member I utilize atrain stopping device, which, when actuated causes a reduction of theequalized pressure of air in the control device, resulting in cuttingoil' the connection between the train line and the engmeers. valve andsunult'aneously bringing about reduction of pr re 1n tbetrain pipe, withconsequent application of the air brakes in usual manner. The train stopdevice is actuated through the instrumentality of a train carriedramp-shoe in co-action with a. stationary ramp rail, and the ramp shoeis utilized, together with certain elements, for holding the train. stopinechanisn'l normally in inoperative position.

matic restoration of the required air pressure in the train pipe andrelease the brakes. The automatically operating train stop mechanism maybe adjusted to gradually ap ply the brakes and thus bring the train to astandstill withoutshock, but means, under control of the engineer, areprovided for coaction with the automatic applicationof the air brakes.whereby the reduction of air pressure in thetrain pipe may beaccelerated resulting in a more rapid application of the brakes andquicker stopping of the train. Other accessories insuring reliable.control, facile manipulation, strength of structures, &c., and safety intraveling willbe herein after more specifically pointed out.

In the accompanying drawingsI have illustrated one complete example ofthe physical embodiment of my invention in connection with a railroademploying a block system of control by electrically actuated semaphores,in which the parts involving my invention are combined and arrangedaccording to one mode I have so far devised forthe practical applicationofthe principles of my invention.

Figure 1 is a composite view showing the train stop andcontrol mechanismin connection with the air brake system or the part thereof carried bythe engine, together with the ramp installation along the railway track,and a block signal of the semaphore type, the ramp mechanism being inposition to actuate the train stop mechanism as the train proceeds.

Figure 2 is an enlarged view of the train stop mechanism, carried by theengine. v Figure 3 is an enlarged, detail sectional view of the aircontrol valve mechanism interposed in the' air brake system between theengii'ieers' valve and the train pipe.

a order re 1" "understood I have indicated a portion of the main airpipe or train line as that the relation of parts may lit) 1 which isconnected in usual manner for the purpose of applying the air brakes ofa standard air brake system. The train line is supplied with airpressure from the main air reservoir B, which reservoir is supplied inusual manner from the pump equipment (not shown) with a pressure or say130 pounds. C indicates the usual and standard form of engineer's valvefor controlling air pressure between the main reservoir and train pipe,and is connected to the main reservoir or tank by means'of a branch pipeor tank pipeD. The engineers valve is con nected to the train pipe A bytwo pipe sections 1 and 2, between which are interposed the air controldevice indicated as a whole by thenum'eral 3, and air'supplied' to thetrain pipe is normally at 70 lbs. pressure.

A cut out valve l, oi the double heading type is interposed in the pipe2 between the air control device 3 and the train pipe. This valve may bemanually closed after thetrain stop mechanism is actuated, and must beagain opened, manually. by the engineer to permit restoration of therequired air prcs sure for the automatic application of the brakes.

Referring especially to Figure 3 of the drawing the control valve isshown in detail as provided witha valve casing 5 withwhich the two pipesections 1 and 2 communicate, and the valve easing has a partition 6fashioned with a normally open"valve seat 7. Through the operation ofthe train stop mechanism this valve seat isclosed'for automaticapplication of the brakes, by the valve head 8 which cuts off pressurethrough the engineers valve, to the train pipe A. An adjustable stop 9in the form ot a threaded bolt orscrew, is provided in the valveeasing 5and alined with the valve 8, to prevent, it desired, the completeclosure of the valve seat.

The upwardly extending stem 10 of the valve is provided with a pistonhead 11, slidable in the cylinder'lfl which is secured at its lower endto the valve casing 5, and at its upper end closed by a plug or cap 13.Above the piston and within the cylinder an expansion chamber l lis thusprovided and below the piston a reduction chamber 15 is formed, andunder normal conditions the air pressure within these two chambers isequal.-

head 19 and the transverse partition 15 an outlet chamber 2-0 isprovided. From the outlet chamber a short outlet pipe 21 extends and inthis pipe a manually adjustable graduating valve 22 is interposedwhichniay be adjusted to permit outlet or discharge of air from theoutlet chamber to the atmos phere, but prevents entire expulsionot theair to Zero point. Thus the graduating valve may be adjusted to apredetermined pressure, say 20 lbs. to "prevent the too rapiddischargelo't air when the train is being stopped. By this adjustmentthe train may be'stopped gradually when the brakes are automaticallyapplied, to prevent danger of breakage of parts or undue wear on theequipment. l

The valve casing 5 is equipped with an auxiliary plunger valve 23 toclose a seat Q-l iiithe valve-partition G'between the two pipe sections1 and 2, and this valve'is held normally closed by its spring Unde'rnormal conditions withthe train line pressure equalized in the'valvecasing 5 this valve re mains closed by its spring but it is openedagainst tension'of its spring, by air pressure in the pipe 2 underexhaust conditions.

Under normal conditions air at. say 130 lbs. pressure from the tank B issupplied to the control valve 3 through the engineer's valve, whichpressure is supplied through the open valve seat- 7 between pipesections 1 and 2 to the train line, A. hen the train stop mechanism isactuated as will be described the'air pressure in chamber 15 is reducedby passage through a reduction pipe 26 which connnunicates with thischamber. Because of this reduction in pressure in chamber 15. the higherpressure in chamber H :t'orces down the piston, valve 8 and its stem,against; tension of the valve spring. The valvei's forced to its seat 7closing communication between'the pipe sections 1 and'Q and cutting oilpressure through the valve 3 by way of the engineers valve; The movementof the piston closes port 17, and the movement of the valve opens ports18 per initting air to flow from pipe 2 through these ports intothedischarge chamber 20, and thence to the atmosphere through thedischarge pipe 21 and its graduating valve 22. This flow of air causes areduction in the train line pressure and consequently an application oft'he'air brakes throughout the brake system in usual manner. lVhile thebrakes are being applied the valve 8 is'held liltl asserts course,before the train can proceed, thevalve 8 must be 'restoret-l'to'itsnormal pos'itimroi -Figure 3. The cut out ivalve 4 in pipe 2 is closedby the engineer to prevent escape of thereduced air pressure from thetrain line, and their by manipulation of the engincers' valve G all airis exhausted fron'r between the cut-out valve 4 and the engineers valveC. The valve spring 16 is now free to elevate the piston 11 thuswithdrawing the valve 8 from its seat? to re-establish the'train-lincprcssureand ports 18 are closed by'the valve when restored to its normalposition. The cut-out valve 4 is opened by the engineer, and the valve 0is manipulated to restore the normal pressure throughout the entireline. Y

Li I

Should an emergencyrequire quicker stop of thetrain than is beingaccomplished bythe action ofthe control valve as herede scribed, theengineer may assist in the application of the brakes by manipulating thevalve C toexhaust air therethrongh from the pipe 1 thus Withdrawingpressure from beneath the closed'valve 23. Air pressure from pipe 2 isnow relieved through the open auxiliary-valve seat 24, in addition tothe exhaust by way of thediscliarge pipe '21, thus more rapidly reducingthe pressure in the train line with consequent accelerated applicationof the brakes. When the train line pressure is again restored, the valvespring closes its valve 23 to normal position.

In order that the above described oper ation of the control valve3 maybe accomplished I utilize a train stop mechanism in connection withthereduction pipe 26, which is provided with two normally closed airvalves 27 and 28 which-are enclosed, with other parts of the stopmechanism in a housing 29 that may be located in the engine'cab; or atother suitable place. The valve 27 is held normally closed throughtheinstrumentality ot a-ramp actuated mechanism carried by the train, orthe engine and adapted to"cooperate With aramp rail 30 at the trackside. A resilient, flexible ramp arm 81 is carried, as by a truck 32,and the pivoted ramp shoe'33 on the arm has connected thereto-a cable34, under tension and held in that condition by the resilient ramp arm,except when the ramp shoe is ridin up the tread of the ramp rail. in themanner indicated 'in Figure 1. 1

By means o'l? an eye-bolt 35 the cable'is connected to a bell cranklever 36 pivoted at 37 to a stationary support in the housing 29, and aspring 38 is coiled about the bolt and interposed between adjusting nut39' on the bolt andone arm of the bell crank lever. Manipulation of theadjusting nuton the bolt tightens thecable withthe result that theresilient and flexible ramp arm is flexed' upwardlyand held undertension.

The bell crank lever is thus pressed against the valve stem 40 of I thespring pressed valve 27, to hold said valve normally closed. hen theramp shoe slides over the ramp rail; the cable is slackened, the bellcranklevor is released, and air pressure in pipe 26 forces the valve 27open .i'or pas-- sage therethrough of air under pressure from thereduction chamber 15. he bell crank lever is swung on its pivot 37,swinging out the long latch arm 41 to doti ed po sition in Fig'ureQ.This arm in normal position supports an armature 42 of anelectromagnet43, and the armature co-acts n1echanically' as alatch inconnectionwith the latch arm 410i the bellcra-nk lever. Assuming themagnet 43 isdeenergized, and the armature latch is resting on the latcharm. 41; when the latter swings to the left on its pivot 37 in Figure 2,this armature-latch drops into engagement with the latch arm" as44, inFigure 1, the ramp muse (being energized) isencountered by the ramp shoeand direct electrical contact is madebetween these parts. 'Electricalcurrent now passes through the conductor wire 45. from the ramp arm 31to the magnet 43,v and thence to ground at 46 in Figure 1. The magnet isthus energized to hold the latch 42 out of position for engagement withthe latch arm 41, until the ramp shoe has moved entirely over and off ofthe ramp rail. As the shoe passes down the inclined tread of the ramprail, the resilient ramp arm (which has previously been elevated as it.rode upthe ramp rail) pulls the bell crank lever to normal positionbefore the electric circuit is broken, and valve '27 is also closedbefore the brake operating mechanism can be oporated. p

Valve 28 also is held normally closed, to.

prevent application of the brakes, when the ramp shoe is passing over anenergized ramp ail, and a second ar1natnre47 is influenced by the magnet43. to preserve this condition and prevent, application of the brakes.This valve 28 has a stem 48 pivotally connected to a suspending arm 49that is pivoted at p '50 in the casing 29, and a spring 51 tends tohold" said arm in normal position with the mature .47. -Thesuspending,arm is pivotally conconnection, of acylinder having a head in saidcasing, an exhaust chamber and ports between said casing and chamber, avalve and a piston connected thereto forming a closed expansion chamberand a reduction chamber and communicating with the train v pipeconnection to normally receive equalized air pressure, and means'forreducing pressure in the reduction chamber.

8. The combination with a valve casing having a normally open seat, of acylinder having a head 1n said caslng, an exhaust chamber and portsbetween said casing and chamber, a valve normally closing said ports, apiston connected with the valve forming a closed expansion chamber and areduction chamber having normally equalized pressure and a springengaging said piston to hold the valve normally closed, and means forreducing pressure in the reduction chamber whereby the piston ispressure actuated to close said valve.

In testimony whereof I safiix my signature.

CHARLES A. PARKER.

